Apparatus for preventing collisions on railways.



PATBNTED APR. 11, '1905.

I H. GERSTMANN. v v 1 1 APPARATUS FOR PREVENTING GOLLISIONS ON RAILWAYS.

APPLIOATIOH'IILED JULY 21. 1902.

2 SHEETS-SHEET 1.

w A Q Q r i 8 m Q FFHHiML EL'TENTED APR. 11-, 1905.

H. GERSTMANN. APPARATUS FOR PREVENTING OOL-LISIONS 'ON RAILWAYS.

I I APPLICATION FILED JULY 2'1. 1902.

2 anus-sum 2.

- UNITED STATES Patented April 11, 1905.

PATENT OFFICE.

APPARATUS FOR PREVENTING COLLISICNS ON RAILWAYS.

SPECIFICATION forming part of LettersPatent No. 787,029, dated. April 11, 1905.

Application filed July 21, 1902. Serial No. 116,448.

bralre-controlling apparatus; and its .object is If, for example, one

to prevent collisions. train is running or stopped upon a section of the line and another train approaches Within braking distance of the firston the same line,

then both trains shall be halted or the train.

in motion shall be halted, or if two trains on intersecting lines approach the crossing together within braking distance then both trains shall be halted, or if a grade-crossing gate is left open while a train is approaching such train shall be halted.

The accompanying drawings illustrate diagrammatically the apparatus for carrying out these several objects, electricity being used as track.

the controlling agent.

Figure 1 is a plan view of a section of a -railway.showing apparatus for stopping trains approaching dangerously near upon the same Fig. 2 is a view illustrating the apparatus for stopping trains approaching dangerously near at a crossing. Fig. 3 is a detail View illustrating part of the apparatus for stopping a train approaching an open grade crossing.

In Fig. 1, a represents the section signalboxes, containing a source of electrical current 5, to Whose electrodes wires f and lb are fixed.-

Resistance-coils g and g of such dimensions are intercalated therein that the resistance of' the length of the wires or contact-rails 2' and Z extending along the track may (in comparison therewith) be practically disregarded. Beyond the resistances g and g the wires f and h divide into two branches. The one branch tion or boundary 1) of the block-section 1 and terminates at a point at braking distance beyond such station. A resistance-coil a is intercalated in the other branch, is, of wire f,which on reaching the track-rail c divides again into two branches Zr and extending on opposite sides of boundary 0 and ending at braking distances therefrom. The branchesk and Z0 are insulated in a convenient way from the conductor-rail Z, but practically a continuation thereof for engagement of the trolley of a locomotive. The wire it is divided into two branches Z and m. The branch Z crosses the track and extends as a conductor or contact rail Z parruns beside track-rail 6, extending on opposite sides of boundary 0, as indicated at m m The wires 2' and Z are insulated, and so are the conductors Zand Z0, Zand m. The conductors Z Z 7c m m are also all electrically insulated from the track-rail c in any convenient manner known. The wire is may connect with conductors Z2 Z9 and wire on with conductors m m at any convenient point for instance, in the middle or at one end as 70 If, on the one hand, and m m on the other, are in reality one conductor whose branches are at such distances from the boundaries 0 and 7) that trains are stopped even under the most unfavorable circumstances. The resistances n n a" n are such as to reduce the strength of the current 1n the conductors Z2- Z4 m m and in the ends of the conductors '1;

and Z beyond the resistances to such proporof current in conductor Z to one-third, the

TCO

coil a must reduce the current in X771." to two-thirds of its normal strength.

Instead of employing resistances the current in the conductors may be reduced by diminishing their cross-section or by forming them of several wires, only part of which continue beyond the point where the resistances would have been placed.

It will be noticed by reference to Fig. 1 that the circuit of the electric current is broken, no connection existing between the conductors and Z, or between conductors a and 76, or between conductors Z and m.

In Fig. 1,0 and a represent locomotives or other vehicles of a train provided with means to close the circuit and to work a signaling device or an automatic brake or the like. I do not, however, confine myself to the particular form of signaling or braking device shown in Fig. 1.

Instead of a galvanometer a solenoid or any other suitable device may be employed for braking or signaling.

In the example shown in Fig. 1 the locomotive takes off the current from the conductors 2' and Z by trolleys 8, thus closing the circuit of the source b at this point. In this circuit there is arranged upon the locomotive a galvanometer 2,, the magnet of which is formed by a pair of astatic needles, which are therefore independent of the direction of the current and of the earths magnetism. To the galvanometer-magnet t is connected a metal contact-piece v, arranged to turn simultaneously with the needle and closing a second circuit supplied by a battery '20 upon the locomotive when the current from the source b, passing through the galvanometer t, is reduced in strengthfor instance, to one-half* or when this current is altogether interrupted. In the second circuit is intercalated the coil of an electromagnet 00, which can attract an armature y, to which the brake-lever may be suitably connected.

My improved apparatus acts as follows: The moment a locomotive a or a train enters a section of the track---for instance, section 1 (shown in Fig. 1)-the right-hand source a is circuited, as the corresponding sources of other sections were circuited before. The ast atie needles of the electromagnet If therefore do not alter their position, and the train can proceed on its way. If, however, another locomotive or train it having a similar current connecting apparatus enters section 1 or is standing thereon the current must pass through both locomotives, each galvanometer t receiving only half the current. The galvanometer magnets therefore move through an angle from their position of rest, and with them the contact-piece c, circuiting battery on, in consequence of which the electromagnet m is actuated and attracts thearmature 7 acting on the brake, and thus stopping the trains. The same braking action would occur if three or more trains were on the section if the circuit were broken by some accident or if the barriers of level crossings remained open, as will be explained later on. By the resistances r and r intercalated in the wires f and 72., the strength of the current in the contact-rails 2i and Z and its action upon the galvanometer t on the locomotive are independent of the position of the locomotive within the sectionthat is to say, the action is practically the same at the beginning, middle, or end of the section.

As mentioned in the introduction, the main object of my invention is to avoid the risk of two trains colliding at the boundary between two neighboring sections of the line, which is prevented by the overlapping of the contact-wires at the blocks. If an engine or train enters the part of the line near the blockstation where the conductors 1' and overlap 77 ]rI VlZ., at braking distance from the boundary 0-the astatie needle of the galvanometer t does not alter its position, as the trolleys of the locomotives receive on both sides of the boundary the currents from the overlapping contact-rails, which are both together equal to the full strength of current. For instance, the electromagnet t of a train running from section 1 to section 2 would receive after passing the resistances 11 /1 of the left-hand block of Fig. 1 a part of the current, usually one half, from the source of current I) of the right-hand block-station a by conductors H and the rest of the full currentfor instance, the other l1alf-----from the source of current I) at the left-hand block-station a by the conductors I" i m 111*. If, however, there are two trains on the part of the line where the conductors overlap-via, on both sides of block a for braking distancethen each train only receives a part---for instance. one-half of the full strength of current, the astatic needle of the galvmiometers t on the locomotives move, the contact-pieces e circuit the electromagnets :1. and both trains are braked. Collisions at level crossings of two or more lines are prevented by the same means. Thus a train passing the crossing of Fig. 2 will receive the full current.

Fig. 2 shows the application of my invention to protect an intersecting crossing of two single railway-lines. At a braking distance from the crossing conductors l i l are led under ground or in any other suitable manner completely isolated until they reach a braking distance beyond the crossing, where they again reappear beside the track-rails. Branch conductors 3 5 7 9 are arranged beside the track-rails e and extend for braking distances beyond the crossing. At the places where the conductors 3, 5, 7, and 9, respectively, branch off from conductors J, l, I. and i resistances a are intercalated in such a manner that the strength of the current passing through these resistances is reduced in the rails z'Zby 3 5.

same way as described above for a block-station. At the crossing-point the conductors ZZ 2" Z each sends out two branches to the right and left along the track-rails of the other line, which branches extend a braking distance from the crsssing, but overlap the conductors of the other line, from which they are insulated, while forming a practically continuous'contact-rail for the trolleys of the locomotive. Thus contact-rail 3 sends out two branches 4: along 7, contact-rail 5 two branches 6 along 9, contact-rail 7 two branches 8 along 5, and contact-rail 9 two branches '10 along 3.

Where there are several tracks, the strength of the current may be reduced by resistance a, intercalated there in such a manner that the sum of all the parts Qfstrength of the currents is equal to the strength of the current in the contact-rails Z and Z. A train running, for instance, on the track 6 e and approaching from the right of Fig. 2 to braking distance will receive partial or half currents from the conductors belonging to both lines on running over the crossing, as the trolleys'of the engine will circuit the conductors i and Zby their branches 3 4 and 5 6 and the conductors z" and Z by their branches 9 and 7, the righthand trolley contacting with rail 1 7 and the other with 6 9. The full current therefore passes to the galvanorneter t, as. it consists of two partial currents from the track-sections crossing'each other. If a second train enters the braking distance on the other track, e c, then both sets of conductors are circuited a second timecontact-rails 9," Z by? 8 9 10 and Therefore each train receives only apartforinstance, one-half-of the full current, this causing the.galvan meter-nee' dle upon the locomotive to turn so far that the brake-lever, is automatically actuated by the electromagnet m. In the same manner trains will be stopped if two, three, or more lines cross one, two, or more railway-tracks. The branches of the contact-rails are led to the crossing-lines and receive a part of the full current. Two or more trains approaching to braking distance are therefore stopped by reduction of the working current.

Where there are points in the railroad, the wires are carried alongside of the points by means of jointed connections and lie at the points in such a manner that also these sections of the line are protected.

If roads cross the track in the same level, they may be closed by the barriers shown in Fig. 3. Such barrier circuiting the contactrails 71 and Z acts, therefore, exactly in the same way as of a second train were within the section. The current passes only with part or half the strength through the galvanometer 25, disposed upon the locomotive, whereby the 10- comotive is automatically braked.

In Fig. 3 a level crossing is provided with a barrier 13, along which the wires 11 and 12- are led from the contact-rails Z and Z to a metal contact-piece 1 1. On the post 16 of the gate there is a projection 15, by which when the beam 13 falls upon its post 16 the metal piece 14: is lifted, so that the wires which are led to the gate are disconnected and the circuit coming from the source of electricity Z) at the signal-box a is broken. not down, the circuit between these two wires 71 and Z will be closed by means ofthe metal piece 14.

If any damage is done to the apparatus, the current along the'track is not in action and the train is halted, which makes the system preferable to the arrangements hitherto in use, which the trains are liable to collide if the signal apparatus is damaged.

What I claim, and desire to secure by Letters Patent of the United States, is-

1. In combination with a railway-section, electrical conductors extending along the sides thereof of opposite polarity; circuit-closers on the trains; electrical signaling or braking apparatus on the train, electrical controlling devices for said apparatus on the trains, said controlling apparatus being inoperative when the full strength of the current passes through the circuit-closers, but operating when the said current is weakened or broken, substantially as described. a

2. The combination of conductors extending along the track of each block-section of a railway-line, of a source of electricity and of two conductors, containing resistances of suitable dimensions between the source of electricity and the conductors, said conductors being circuited by devices on the locomotive ortrain, said devices being connected electrically to a galvanometer, with an astatic needle, a contact-piece closing a local circuit from abattery on the locomotive or train, and an electromagnet in the local circuit adapted to antomatically operate braking or signaling devices the moment a second train enters the same block, substantially as described.

3. The combination, with suitably-insulated conductors extending along a railway-line, divided into block-sections, of a source of electricity, and of two conductors with resistances, said conductors dividing into two branches beyond said resistance; the one branch of each conductor leading to the contact-rails that run along the track-rails to braking distance from the next block, where a resistance is intercalated and then continuing to a braking distance beyond the next block, while the second branch of each conductor is intercalated by a resistance and then extended to a braking distance on both sides of the block and overlapping the conductor in the preceding'block, said conductors being circuited by a locomotive or train provided with trolleys, a galvanometer, an astatic needle, a contactpiece. circuiting the current from a battery on the locomotive or train, and-an electro- If, however, the gate is &

magnet actuating automatically the brake or signal the moment a second train enters the same section, substantially as described.

4. In combination, contact rails or wires running along the track-rails of a railway-line, each contact rail or wire dividing at a braking distance before a level track-crossing into two branches, the first of which is led insulated in a suitable manner round the crossing, on the other side of which it continues from the braking distance along the track, while the second branch is intercalated at braking distance with a resistance and then on reaching the track-rails of the crossed line divides into two further branches running along the trackrails of the cross-line, to braking distance on each side of the crossing overlapping the eorresponding branches of the cross-line, said contact-rails and the contact rails or wires formed by the overlapping parts which are insulated from each other being circuited by a locomotive or train provided with trolleys connected electrically to a galvanometer with an astatic needle, a contact-piece, eireuiting the current from a battery on the locomotive or train, and an electromagnet actuating an tomatically the brake or signal the moment a second train enters the same section, substantially as described.

5. The combination, with contact rails or wires running along the track-rails of a railway-line of two insulated conductors leading to the movable beam of a barrier of a level road-crossing, and of a contact-piece adapted to be opened by hitting against a suitable projeetion, said contact rails or wires being circuited by a train or locomotive provided with trolleys and a suitable automatic braking or signal apparatus, substantially as described.

6. The combination of conductors extending along a railway block-section, and of opposite polarity; a suitable electric-current supply to each conductor; devices on each train for closing the circuits through said conductors, said controlling devices being inopcrative when the full strength of the current passes therethrough but operating when a current is weakened or broken, and one electrical signaling or braking apparatus on each train controlled by the said devices, substantial] y as described.

7. The combination of conductors extending along the track of each block-section of a railway-line, a source of electricity, resistances interposed between the source of electricity and the conductors; devices on the locomotives or trains for circuiting said conduetors, a local source of electrical energy on each locomotive or train, means controlled by said devices for closing the local circuits, and signaling or braking apparatus operated by the local circuits, substantially as and for the purpose set forth.

8. In combination, line conductors ofopposite polarity extending along the track of a railway block-section, an electrical-current supply to each conductor, devices on the locomotives or trains for closing the circuits through said conductors, and for controlling a local circuit on each train, an electric signaling or braking apparatus on each train or locomotive, and an electric-ciu-rent supply on each train or locomotive in electrical circuit with such braking or signaling apparatus, such signaling or braking apparatus being operated when its local circuit is closed by said controlling devices, and said controlling devices operating when the currents in the line conductors are cutdown, substantially as and for the purpose set forth.

In testimony whereof I have hereunto set my hand in the presence of two witnesses.

' HEINRICH (IERSITMANN.

Witnesses:

MAX Ftms'rnu, FRANZ TAUSCII. 

